Pneumatically-operated railroad gate



July l 1924. 1,499,687

P. P. OCONNELI.

PNEUMATICALLY OPERATED RAILROAD GATE Filed Sept. l 1923 2 Sheets-Sheet 2 `the gate.

Patented July l, 1924.

UNITED naar PNEUMATICALLY-OPERATED `ItAlIiR-OAD GATE.

Application filed September 1, 1923. Serial No; 660,489.

To all whom t may concern.'

Be it known that I, PATRICK P. OCoN- NELL, a citizen of the United States, residing at St. James, in the county of Watonwan and State of Minnesota, have invented certain new and useful Improvements in Pneumatically-Operated Railroad Gates, of which the following is a specification.

In carrying out the present invention it is my purpose 'to provide a pneumatically operated railroad gate which will be found especially useful at highway crossings, and which will be constructed in such manner that as the train approaches the crossing the wheels of the train may operate `an air pump to deliver compressed air to an air motor connected with the gate, whereby the gate will be lowered, and as the train leaves the crossing the air in the motor may be released, so that the gate may return to normal position, thereby removing the obstruction from the highway so that traffic mayT proceed thereover.

It is also my purpose to provide a train operated pneumatic mechanism for controlling railroad gates at highway crossings which may be used with both a single and "double track railway lines, and which will embrace the desired features of simplicity, eiiiciency and durability, coupled with cheapness of cost in manufacture, instal- `la'tion and maintenance.'

[wheel operated pump or compressor mechanism.

Figure 3 is a fragmentary sectional view showing the gate operated motor.

Figure 4 is a fragmentary side elevation showing the release mechanism.

. Figure 5 is a detail sectional view showing the connection between the motor and Figure 6 is a .diagrammatic side elevation showing the construction for a double track railroad. v

Figure 7 is a longitudinal sectional view through the automatic Valve ,that iS ilse@ with the double track mechanism.

Referring now to the drawings in detail, and particularly to the form of my invention illustrated in Figures 1 to 5 inclusive, 1 designates a railroad right of way, while 2 indicates a highway that intersects lthe railroad right of way.v Upon one side of the highway adjacent to the track is a standard or post 3, and at the other'side of the highway adjacent to the trackis a keeper 4. Pivoted between its 'ends upon the upper end of the post 3 is a gate 5 having a relatively long arm `that is designed to extend across the highway when the gate is in lowered position and a relatively short arm 6 equipped with a counterweight 7 which acts to restore the gate to normal position and maintain the same in such position. Fixed to the upper end of the post 3 is a toothed segment 8 with which ymeshes a pinion 9 journaled upon the gate and provided with a crank pin which in turn is connected with one end of a connecting rod 10, the other end of such rod, being connected with a crank arm 11 pivoted upon a pin 12 carried by the relatively longarm of the gate adjacent to the outer endv of such arm. This crank arm 11 is integral with a rest post 13. As long as thegate is in upright or open position, the pinion 9 is at the upper end of the segment 8 and the rest post 13 lies substantially alongside of the gate. When, however, v,the gateis lowered to horizontal or closed position, as shown by the dotted lines in Figure 1 of the drawings, the "pinion 9 .moves over the rack` or segment 8, thereby operating the rod 10 to swing the crank arm 11 about the pivot pin 12, thereby swinging therest pin 13 to a Iposition at right angles to the gate, so as to engage the ground andgassist in supporting the outer extremity of the gate, as shown by the dotted lines in Figure 1 of the drawings.

The relatively short arm 6 of the gate FFC."

immediately below its pivotal connection n with the post 3 is formed with an opening in which is journaled a pin 14 that carries an .eye element 15 through which extends one end of a rod16. The other end ofthe rod 16 is pivotally connected, as at 17, with the upper endv of a piston rod 18 of an .air

motorr 19.y In the present instance this air motor 19- comprises a cylinder 20 that is vliked upon a bracket 21 secured to the post ediaelt to tSlQWQF end, ,and a piston 21 within the cylinder 20 connected to the inner end ot the rod 13. Fastened to the rod 16 adjacent to its lower end is a collar 22, Vand interposed between the collar 22 I and the eye element is a coiled expansion spring 23 that forms a yieldable connection between the rod 16 and the gate and permits the motor to transmit power to the gate without shock or jar.

As long as the piston 21 is at the lower end of the cylinder 20, the gate Ais maintained in open position under the action of the counter-weight 7, while when air is admitted to the lower end of the cylinder 2O the piston 21 is forced upwardly within the cylinder and motion is transmitted through the piston rod 18 and the rod 16 to the gate, with the result that the gate is swung to closed position, as shown by the dotted lines in Figure 1 of the drawings. As soon as 'the air pressure is released -from the cylinder 20', the counter-weight 7 re-acts to restore the gate to open position.

In advance ot the approach to the crossing, I employ a compressor 24 arranged alongside of the track and comprising, in the present instance, a vertical cylinder 25, a piston 26 within the cylinder 25 and a piston rod 27 connected to the piston 26 and extending upwardly through the upper vend ot the cylinder 25. This piston rod 27 is connected with one end ot rocker arm 23 that is arranged at right anglesv to the adjacent line ot rails ot the track, as clearly shown in Figure 2 of the drawings. The other end of the rocker 23 is bent at right angles to itself, and journaled in bearings 29 carried by a plate 30 fastened to the adjacent line off rails. rllhe rocker arm 28 ef;- tends through an eye 31 formed in the outer end ot a treadle arm 32. rlhe major portion oit this treadle arm 32 lies alongside of the rails, shown in Figure 2 ot the drawings, and the other end thereof is pivoted upon a vertical pivot pin 33 carried by a plate 34 fastened to the adjacent line ot rails, a leaf spring 36 having one end fastened to the plate 34 and the other endL bearing against the treadle arm 32, so as to hold the same normally against the adjacent line ot rails. As a train approaches the highway, the wheels thereot ride over the treadle arm 32 vand depress the latter, and as the wheel the pipe line 37 into the motor 19, thereby operating the motor to lower the gate, as previously described, the check valve 33 acting1 to prevent the return ot the air to the compressor after the treadle arm 32 is relieved oit the influence of the car wheels.

the other side of the crossing is an air release mechanism shown in detail in Tidligure 4 ot the drawings. rlhis air release mechanism embodies a pipe line 39 that leads trom the lower end ot the motor cylinder 20 and the end of the pipe line 39 remote from the crossing is provided with a release valve 40, which, when opened, releases the air trom the motor cylinder, so that the gate may return to its open position. rlhis valve 40 is normally closed and is provided with a crank arm 41 connected through a pin and slot connection 42 with an actuating arm 43 which is connected to one end ot a treadle 44 arranged alongside ot one line ot rails ot the track. The other end ot this treadle 44 is pivoted, as at 45, for universal movement to a bracket 46 carried by an adjacent tie. The end of the treadle 44 connected with the actuating arm 43 is also connected with an appropriate form of dash pot 47, so that the movement ot the treadle 44 to normal position may be retarded. After the train has left the crossthe wheels thereof engage the treadle bar 44, thereby depressing the actuating arm 43, with the result that the release valve 40 is opened, so as to permit the gate to return to normal position.

ln the construction shown in Figures 6 and 7 ot the drawings, the motor 19 at its lower end connected b v branch pipes 453-43 with ports 49H49, respectivelv, 'formed in a cylinder 50 adjacent to the ends ot such cylinder. l lVithin this cylinder 50 is a double piston valve comprising piston heads 51 crenting sides 51 having their coni equipped respectively with a piston rod and a hollowrod 53 that telescopes over the rod 5 2. The hollow rod 53 is termed with an annular Harige 54 and interposed between such flange and the piston head carrying the rod is a coiled expansion spring which acts to permit relative movement ot the piston heads 51, and at the saine time hold such piston heads properly spaced apart under normal conditions. The ends of the c vlinder 50 are connected respectively with compressors 5657, each identical in construction to the compressor hereinbelore described. The compressor 56 is arranged adjacent to the line of rails of one track at one side ot the highway crossing, while the compressor 57 is adapted to be arranged at one side of the line ot' rails of the other track at the other side of the crossing, so that trains moving in both directions over the respective trackways may operate the gate. The pipe line connecting the compressor 56 with isa the automatic valve is provided with a branch pipe line 58 which, in turn, is provided with a release valve mechanism 59 identical in construction to that hereinbefore described with reference to Figures 1 to 5 inclusive, and this release valve mechanism is located adjacent to the same trackway as the compressor 56, but at the oppof site side of the crossing. Likewise, the pipe line connecting the compressor 57 with the automatic valvel is provided with a branch pipe line 60 which isequipped with an automatic release valve mechanism 61 that is located adjacent to the same trackwa-y, as the compressor 57, but at the other side of the highway crossing.

By means of the construction just described and shown in Figures 6 and 7 it will be seen that the automatic valve will permit either one or both compressors to operate the motor 19, while the automatic re- `lease valves 59-61 will release the air from the motor 19 subsequent to the action of the corresponding compressor. Thus, trains passing the crossing iin/opposite directions may operate the crossing gate independently of each other, and as long as the train is approaching the crossing the gate will be closed, regardless of the release of the air from the motor 19 by a train on the other track having left the crossing or just leaving the crossing.

I/Vhile I have herein shown and described one preferred form of my invention by way of illustration, I wish it to be understood that. I do not limit or confine myself' to the precise details of construction herein described and delineated, as modifications and variations may be made within the scope of the claims and without departing from the spirit of my invention.

Having thus described the invention, .what is claimed as new is 1. In train controlled pneumatic gate ymechanism for highway crossings, the combination with a gate mounted for swinging movement from open position to closed position and vice versa, of an air motor con nected to said gate for actuating the latter to closed position, a compressor in advance of the approach to the crossing, a pipe line connecting said compressor to said motor and train operated means for actuating said compressor to Jtorce air in the said motor to actuate the latter to lower the gate, a train operated release valve beyond the crossing for releasing the air from said motor, a treadle arm pivoted at one end for/swinging movement alongside of the track and adapted to be depressed underthe action of the wheels of the train, a connection between the other end of said treadle arm and said release valve, whereby the latter' may be opened upon the passage of a train over said treadle arm, said connection comprising an actuating arm connected to said treadle arm, a crank arm connected to said valve, a pin and slot connection between the actuating arm and said crank arm and a dash pot connected to said treadle arm.

2. In a pneumatic gate operating mechanism for use at the intersection of a double track railroad, and a. highway crossing, the combination with a gate arranged at the crossing andfmovable to open and closed position, of an air motor connected to said gate, a train operated air compressor adjacent each trackway at relatively opposite sides of the highway operable by the passage of the train 'to operate said air motor, train operated air release valve mechanism associated with each compressor and arranged at the relatively opposite side of the highway to release the air from said motor subsequent to the operation of the corresponding compressor, and an automatic valve and shock absorber interposed between said air motor and air compressors having a cylinder, the ends of said cylinder receiving connection from the compressors and the side portion having connection with the air motor, a pair of pistons mounted to reciprocate said cylinder, and means for normally forcing said pistons toward the ends of said cylinder for closing the connections to the air motor, whereby each piston is operated by its respective compressor for moving it toward the other piston to uncover the connections o-f the air motor to permit the air from the compressor to operate the motor, ,each compressor operating the motor independently of the other and each release valve also permitting operation of the motor independent of the other.

In testimony whereof I affix my signature.

PATRICK P. OCONNELL.

soy 

